Wearing Course Research Articles

Performance of asphaltic concrete modified with recycled crushed bricks

The pavement industry relies greatly on this conventional material in constructing the road. However, the shortage of the mined material has led to the need of finding alternative with local materials to partially substitute the asphalt components. The conventional pavement industry also contributed to thermal and greenhouse emission resulting from the mining activities. In addition, throughout the year, the amount of construction and demolition (C&D) waste generated from civil construction activities particularly in Malaysia is increasing in alarming rate. Recycling the C&D waste specifically in bricks is viewed as reasonable potential as aggregate modifier in the impulse for greener and sustainable asphalt pavement production. In this paper, recycled crushed bricks (RCB) is introduced to bituminous wearing course as partial replacement for coarse aggregates. The coarse aggregate is partially replaced with RCB in proportions of 0%, 10%, 20%, 30% and 40% by weight. This study summarizes the results of laboratory evaluation of Los Angeles Abrasion Value, Aggregate Crushing Value and Marshall Test. Results show that asphaltic concrete modified with 10% RCB has the lowest abrasion and crushing values which were 20.2% and 30% respectively. Similarly, the mix has the highest Marshall Stability and lowest flow which 15.61 kN and 3.37 mm respectively. Thus, partial replacement of coarse aggregates with 10% RCB in bituminous mix is suitable to be used in wearing course and can be used as alternative material in bituminous mix to reduce the dependency on natural aggregates and utilize the C&D waste efficiently.

Evaluating the influence of adding steel fibers on the moisture damage and aging resistance of hot asphalt mixtures

The severity of permanent deformation is increased due to the increase in track axle loads, tire pressure, and the difference in pavement temperature, therefore, the modified mixtures with steel fiber addition are suggested for use in highway wearing courses to provide adequate resistance to permanent deformation and to provide additional tensile strength. Several Marshall specimens were prepared with 4 in. (102 mm) in diameter and 2.5 ± 0.05 in. in height (63.5 mm ± 1.27 mm) using Marshall mix procedures. Different percentages of steel fiber (by volume) (0.0, 0.1, 0.2, 0.3, 0.4) % under different conditions were used to investigate the effect of steel fiber usage on the performance of flexible pavement with life; (short and long term aging) and moisture damage. The results obtained from this study showed that the addition of (0.2%) steel fiber by volume of total mix with type (A) aggregate grading leads to an increase in the indirect tensile strength (dry and wet condition) and aging (short and long). Mixtures containing (0.4%) steel fiber by volume of total mix was found to have lower tensile strengths (dry and wet condition) and aging (short and long).

Tinjauan Durabilitas Campuran Asphalt Concrete Wearing Course Menggunakan Aspal Tua Dengan Berbagai Bahan Peremaja

Asphalt concrete wearing course is laid on the top of road pavement so that directly exposed to ultra violet light and other environment impact. The higher temperature at the pavement surface and exposure to atmospheric oxygen accelerated aging cause asphalt to stiffen and become brittle. This aging result decrease the binding of asphalt and aggregate leads various damage of pavement. The aged asphalt rejuvenated and recycled with rejuvenating agent has been developed to reduce the use of virgin material for road maintenance. This article aims to review durability of asphalt concrete wearing course using waste cooking oil, epoxy resin, kerosene and waste engine oil as asphalt rejuvenators. Aging asphalt was prepared by heating in an oven at 85 oC for 120 hours (long term oven aging). Durability was assessed from the value of Marshall immersion which represent the resistance of asphalt mixture at water immersion. Relation between Marshall immersion and voids in mix (VIM), voids in the mineral aggregate (VMA), voids filled with bitumen (VFB) and density are also evaluated. From the analysis, it can be concluded that the use of waste cooking oil, epoxy resin, kerosene and waste engine oil as asphalt rejuvenators increase the durability of asphalt mixture containing the aged asphalt.

Studi Penggunaan Pecahan Dinding Bangunan pada Beton Aspal Lapis Aus

Pavement has become important to people mobility in Indonesia, especially in urban areas. Vehicle mobilization will experience less obstacles if the road pavement conditions are in good quality. At the moment, additives, fillers or road material substitutes are quite expensive and are limited, therefore, research needs to be carried out to find materials which can improve the quality of pavement such as increasing its resistance or stability and flow. The purpose of this study was to analyze the benefits of using wall fragments as the fillers in asphalt concrete wearing course. The effect of using wall fragments as a substitute for rock ash on the value of Marshall parameters is studied, as well as the various levels of wall fragments addition that can produce the greatest stability. In this study, four levels of wall fragments were used as fillers: 0%, 25%, 50% and 100%. Based on the results analysis, it was concluded that the use of wall fragments as fillers in asphalt concrete can increase the following parameters: VMA, VIM, stability, and flow, but it reduces the VFB value. In addition, the use of 25% levels of wall fragments in asphalt concrete produces the greatest stability value, which is 1622.47 kg.

A Case Study of Industrial Symbiosis to Reduce GHG Emissions: Performance Analysis and LCA of Asphalt Concretes Made With RAP Aggregates and Steel Slags

The concept of sustainability in the road construction sector is a complex issue because of the various steps that contribute to the production and release of greenhouse gas (GHG) emissions. Addressing this issue, the European Commission has put various policy initiatives in place to encourage the construction industry to adopt circular economy (CE) and industrial symbiosis (IS) principles e.g., the use of recycled materials. Cooperativa Trasporti Imola (CTI), a company located in the Emilia-Romagna region (Italy), has been chosen for the current case study to examine practices, management, and the industrial symbiosis network among various companies in the road construction and rehabilitation sector. In this regard, the use of steel slags, obtained by an electric arc furnace (EAF), and reclaimed asphalt pavement (RAP), obtained by the deconstruction and milling of old asphalt pavement have been investigated. Two mixtures of recycled hot Mix Asphalt (HMA) i) were prepared incorporating different recycled material percentages for the wearing and binder course, respectively, ii) were characterized in terms of size distribution, strength modulus and volumetric properties, iii) and finally were compared to the performances of two mixtures entirely designed by virgin materials for the wearing and binder course, respectively. Therefore, the Life Cycle Assessment (LCA) tool was chosen to evaluate the environmental impacts that affect the designed road life cycle. The results show that recycling RAP and EAF slags in a CTI batch plant provides benefits by reducing the consumption of virgin bitumen and aggregates and by reducing CO2eq emissions. Finally, practical implications on the use of recycled materials in new asphalt mixtures from a life cycle and industrial symbiosis perspective are provided.

Influence of Natural Fibers on the Performance of Hot Mix Asphalt for the Wearing Course of Pavement

Cracking in the flexible pavement is a serious problem that reduces the service life of the roads pavement unless they are treated with great care. Since flexible pavement is very weaker in tension than in compression, it is usually necessary to consider the tensile stresses and some type of additives to improve asphaltpavement performance, and one of the most effective ways of improving asphalt pavement performance is to reinforce asphalt mixtures by incorporating natural fibers. The main objective of this study is to use palm fiber, which is locally available, in hot mix asphalt mixtures. To achieve this objective, the Marshall test and indirect tensile strength test were conducted on four asphalt mixtures with different types of natural fibers (Coconut, Corn, Palm, and Sisal), added in varying percentages 0.1, 0.2, 0.3, 0.4, and 0.5% and different lengths of fiber 0.5, 1, 1.5, and 2 cm. Based on the analyzed results, it can be concluded that the use of palm fiber increased the Marshall stability by 20% as compared with the conventional mixture and raised up the retained tensile strength ratio up to 92%. Finally, the use of 0.2% content of natural fiber at 1.5 cm length gave a better performance for the mixtures.

Investigation of recycled fluorescent lamps waste as mineral filler in highway construction: A case of asphaltic pavement layers

Spent and discarded household fluorescent lamps are recognized as hazardous materials due to their contents of mercury and other pernicious components. The global-wide annual storage and dumping of millions of pieces of this electronic waste result in severe risks to arable land resources and give rise to ecosystem degradation and other environmental problems. A parallel issue is that the imminent depletion of those scarce raw materials used for road construction is now forcing highway administrations to seek sustainable resources. As such, the main purpose of this paper is to explore the feasibility of recycling fluorescent lamps into flexible pavement layers, namely the asphalt wearing and binder course, as an alternative to conventional mineral filler. To this end, a set of laboratory tests were conducted so as to compare and contrast mixtures incorporating recycled florescent lamp with control mixtures. These tests included the Marshall, indirect tensile stiffness modulus, wheel track, indirect tensile fatigue and dynamic creep test. Results demonstrate that the promising performance and cost-effectiveness of incorporating discarded fluorescent lamps into low to moderate traffic road surfaces can provide the pavement industry with new resource options.

Laboratory investigations and performance evaluation of stone matrix asphalt as a wearing course using three different fibers

ABSTRACT Bituminous mixtures are used as wearing and base course layers in a pavement structure and the performance of these mixes can be defined by its resistance against deformation, fatigue cracking, damage due to moisture and overall stiffness of the mixture. Rutting is one of the most important factors that lead to permanent failure of flexible pavements. The stone matrix asphalt (SMA) mixture is known to be highly rut resistant than other conventional wearing courses such as bituminous concrete. This paper describes the experimental examination conducted on stone matrix asphalt (SMA) mixes prepared using VG 30 grade of bitumen and different types of fibers such as cellulose fiber, coconut fiber, glass fiber and jute fiber as their additives. Results were then collated with SMA mixes prepared with different types of fibers. Investigation work comprises SMA mix design, static indirect tensile strength (ITS) and drain down test. From the test results, it was perceived that SMA with cellulose fiber has higher Marshall Stability and slightly lower drain down percentage as compared to all other fibers used. But indirect tensile strength for SMA mix prepared with jute fiber was higher than all other mixes.

Analysis Mixed Layer Asphalt Surface as Asbuton Ac-Wc Characteristics of Marshall

Natural asphalt is asphalt obtained somewhere in nature, and can be used as obtained or with little processing. No natural asphalt obtained in the mountains like asphalt in Buton island called Asbuton. Asphalt Buton island is a mixture of bitumen material with other mineral materials in the form of rocks. Because asbuton is so sajaa material found in nature, the levels of bitumen dikandungnyaa greatly varies from low to high. To overcome this, then asbuton began to be produced in various forms at the processing plant asbuton. To reduce the use of natural asphalt eat more steps to do research on utilizing asbuton with the composition 6%, 8%, 10%. The purpose of this study is 1.) Determine the material characteristics LGA Asbuton can meet the specifications of Highways in 2018 on a mix of AC-WC 2.) Determine the value of Optimum Asphalt Content on asphalt concrete AC-WC (Asphalt Concrete - Wearing Course) with extra material LGA Asbuton 3.) Knowing how the performance of asphalt concrete AC-WC with additional material and bitumen 60/70 Asbuton terms of Marshall Test. The study was conducted with an experimental method through laboratory testing. The expected benefits of this research is the discovery of optimizing the use of Asbuton for at the time of execution of the work of new road construction or road maintenance and provide alternative natural aggregate material consumption to a minimum.The test results for the optimum bitumen content KAO on the composition 1 Asbuton 6% with a variation of bitumen (5.05% 5.55% 6.05% 6.55% 7.05%) of the chart can be found KAO Marshall 6.2%. Composition 2 Asbuton 8% with a variation of asphalt (5.0% 5.5% 6.0% 6.5% 7.0%) on the graph can be found KAO Marshall 6.3%. Composition 3 Asbuton 10% with a variation of asphalt (5.0% 5.5% 6.0% 6.5% 7.0%) on the graph can be found KAO Marshall 6.4%. Variations in the composition of 6%, 8% and 10% meet all the requirements of the properties of hot asphalt mix can specification of Highways in 2018.

The impact of the application of thin emulsion mat microsurfacing on the level of noise in the environment

Road noise is a source of environmental pollution both in urban areas and outside them. The main reason underlying the generation of such noise is attributed to the interaction between tires and road pavement. Thus, designing quiet pavements plays a very important role in reducing environmental noise, and it can in some cases be an alternative to acoustic screens. Therefore, the article undertakes the task of assessing the impact of a thin emulsion mat microsurfacing laid on stone mastic asphalt (SMA) on the reduction of environmental noise. The article focuses on testing the road pavement made of thin emulsion mat microsurfacing of the graining of 0/5 mm made in cold technology on the existing wearing course made of SMA mix. The tests were carried out using the Close Proximity Measurement Method (CPX) and the noise measurement method at the road edge at the distance of 1.5 m, 5.25 m and 10 m. The obtained results were illustrated by the noise exposure map for the microsurfacing and for the standard road pavement. It turned out that the use of the microsurfacing reduced the exposure to noise by an average of about 30 m in daytime and by about 50 m at night

The use of Sabang mountain rocks and substitution of LDPE in the AC-WC mixture with dry method

The aggregate used in the flexible pavement in the city of Sabang must be brought from Aceh Besar Regency. This can affect the high operational cost and the insufficient use of local materials. In anticipation of this, the local mountain rocks used are variated with coconut shell ash as a filler and low-density polyethylene (LDPE) plastic use as asphalt substitution. The method used in this study refers to the 2018 specification of Bina Marga (fourth revision of 2010 version). The research results showed that asphalt concrete wearing course (AC-WC), which filler varied with coconut shells (0% and 25% of the weight), meet all predefined parameters. In terms of AC-WC varied with coconut shell and LDPE, the best combination found in this result was 25% of coconut shell ash and 3% of LDPE. AC-WC varied with this best combination has a stability of 1,780.99 kg, the flow of 2.97 mm, VIM of 4.79%, VMA of 16.51%, and VFA of 70.97%.

The Effect of Combining Coal Fly Ash and Lokan Shells As Filler Towards The Mixture Of Asphalt Concrete Wearing Course

Sustainable construction is expected to create a quality environment so that environmental sustainability is maintained. The use of coal as fuel for PLTU have a negative impact on the environment, because it produces waste in the form of fly ash and bottom ash. Lokan freshwater is widely used as a food ingredient. This research study a mixture of AC-WC asphalt using coal fly ash and lokan shell ash as a filler. Research is needed to determine the durability and performance of the pavement that uses these waste materials by using asphalt pen 60/70 as a binder. This study uses Marshall Method and using three variations in the percentage of coal fly ash and lokan shell ash to the total filler. The highest stability obtained at V1 with a value of 1,389.158 kg. Marshall test conducted on the AC-WC blend on OAC for the mixture variation of V1, V2, V3, disclosed that Stability, flow, MQ, VMA and VFB values were acquiescent to the required specification. For the value of VIM on V1 and V3 were not acquiescent to the required spesification. The coal fly ash and lokan shells as filler recommended for alternative material on a mixture of AC-WC.

Rut Depth Characteristics on Hot Mix Asphalt with Addition Nano Crumb Rubber

The pavement construction is designed by considering the factor of resistance to deformation due to the repetition of wheel loads. Other factors are the influence of the wheel load, the condition of the increase in temperature on the road surface, which is the cause of the decrease in the strength of the road surface layers. The deformation of the road surface due to wheel tracks occurs when an increase in tensile stress at high temperatures due to wheel loads occurs. The relationship between the number of wheel tracks and permanent stresses that occur on the road surface can be known to be analyzed through the wheel tracking test. This study aims to determine the effect of the addition of nano-sized use of rubber tires on increasing the resistance of hot mix asphalt to the effect of temperature due to vehicle wheel loads. This use of tire waste has been processed to nano-sized granules called nano crumb rubber; this material is added to the Asphalt Concrete Wearing Course hot mix asphalt. This material addition of 0%, 1.25%, 2.5%, 3.75%, and 5% of the asphalt content in hot mix asphalt. The Nano Crumb Rubber is added to the aggregate at the mixing temperature 130℃, before mixing the aggregate with asphalt. The optimum asphalt content is obtained through a Marshall standard test; the research is continued by conducting the Wheel Tracking Machine test. The results of the test found that the addition of Nano Crumb Rubber in the asphalt mixture will improve the quality of the mixture, especially at high temperatures, increase the quality of the addition of 1.25% and continue the addition of 5%. However, the addition of Nano Crumb Rubber > 1.25% decreased performance due to high temperatures. The test results at 40&#8451 and 60&#8451 with the addition of 1.25% are the hot mix asphalt with the best performance. The use of Nano Crumb Rubber in hot mix asphalt requires a smaller amount compared to Crumb Rubber.

Verifying Moisture Damage Impact in Asphalt Concrete with the Aid of Nondestructive Test NDT

One of the major concerns of pavement durability is its susceptibility to moisture damage. In this investigation, non-destructive test NDT has been implemented to detect the moisture damage issue. Asphalt concrete specimens were prepared using the traditional Marshall method for wearing, binder and asphalt stabilized base course. Specimens were traversed by ultrasound pulse velocity before and after practicing the moisture damage procedure. The variation of dynamic and elastic modulus before and after the moisture damage was considered and related to tensile strength ratio TSR. It was noted that the pulse velocity decline by (11, 11.2 and 16.4) % and the dynamic modulus declines by (28, 6.6 and 28.5) % for asphalt concrete wearing, binder and base courses respectively after moisture damage. The elastic modulus exhibits no significant variation after moisture damage for wearing course while it declines by (9 and 11.7) % for binder and base courses respectively after moisture damage. It was concluded that the elastic and dynamic moduli were unable to clearly distinguish the impact of moisture damage, whereas the Seismic modulus calculated from the Ultrasonic Pulse Velocity test was effective in distinguishing such impact. The linear equation obtained with good coefficient of determination can explain 74 % of the variation in the seismic modulus after moisture damage.

Environmental assessment of existing pavements asphalt layers for production of new asphalt mixtures

Road construction requires a large amount of construction materials. During asphalt pavement construction it is natural aggregate and asphalt binder in particular. Their ratio varies depending on whether they are applied in an asphalt pavement as a wearing, binder or base course. Nowadays, pressure of public opinion on responsible environmental behaviour and effective use of financial resources create an optimal space for assessment of building materials from pavement layers. According to the EAPA (European Asphalt Pavement Association) data from 2017 the wearing courses accounted for 90 % of all pavement layers in European Union. In Slovakia their representation is also dominant. While in Western Europe reassessment of existing asphalt layers by recycling technologies has been used to the maximum, in Slovakia the reassessment was out of interest of construction companies. With the arrival of new machinery, legislation amendment and social pressure on responsible environmental behaviour, the strategy of some construction companies in Slovakia is also changing. The reassessment of existing asphalt layers for production of new asphalt mixtures goes to the forefront of the interest. This article summarizes necessary steps to achieve an increase in the re-use rate of R-material by hot-mix asphalt recycling technology in asphalt mixing plants.

Analysis of AC-WC Design Material Using Reclaimed Asphalt Pavement

The recycling technique using materials produced by Cold Milling Machine is a potential alternative to be applied to road maintenance in Indonesia. This study aims to investigate the properties of Reclaimed Asphalt Pavement (RAP) used as Asphalt Concrete Wearing Course (AC-WC) so that the proportion of additional fresh aggregate can be determined. This laboratory-scale study uses the material of RAP from Semarang Section A toll road sections and penetrated asphalt of 60/70. The extraction analysis obtained asphalt content is between 3.50% - 4.36%, with abrasion of 29.04%. RAP cannot be used directly but there is a need to add fresh aggregate so that the mixture meets the specifications. The proportion of the mixture is 30% of RAP, 18% of the fresh aggregate, 50% of rock ash, and 2% of Cement. The analysis shows that the mixture with optimum asphalt content (5.7%) obtained 1188 kg of stability, 4.02% of VIM, 15.81% of VMA, 74.54% of VFWA, and 3.57 mm of flow. These values indicate that the mixture meets the revised version of the Technical Specifications of Bina Marga 2010. Therefore, it can be said that this mixture has high durability, good density, and is resistant to the possibility of bleeding.

Performance evaluation of asphalt concrete mixes under varying replacement percentages of natural sand

Frequently, load associated mode of failure, rutting and fatigue, are the main failure types found in some newly constructed roads within Baghdad, the capital of Iraq, and some suburban areas. The use of excessive amount of natural sand in asphalt concrete mixes which is attractive to local contractors could be one of the possible causes to the lack of strength properties of the mixes resulting in frustration in the pavement performance. In this study, the performance properties of asphalt concrete mixes with two natural sand types, desert and river sands, were evaluated. Moreover, five replacement rates of 0, 25, 50, 75, and 100% by weight of the fine aggregate finer than 4.75 mm were used. The performance properties including moisture susceptibility, resilient modulus, permanent deformation, and fatigue characteristics were evaluated using indirect tensile strength, uniaxial repeated loading and repeated flexural beam tests. Also, as a part of the research objective, the laboratory tests result were used to predict the performance using VESYS computer software. Results showed that mixes with high natural sand content (NSC) are more susceptible to moisture damage and rutting, lower resilient modulus and some improvement in fatigue resistance. Based on the obtained results, the necessity has rise to revise the current local specification for asphalt concrete which specifies the limits of natural sand content in the mixes of wearing and binder courses with 25% whereas for base course mixes no limit exist yet.

Modified Marshall Test assessment for emulsified asphalt cold mixes

Asphalt cold mixes are attractive to transportation agencies for their simplicity in set-up, less energy requirement, ease of application, and environmentally friendliness, though it suffers setbacks in terms of lack of a universally acceptable mix campaign, high water susceptibility, and low mechanical strength at initial stages of construction. However, they are widely used for rehabilitation and maintenance works, and to a lesser extent construction in low-trafficked roads. Notable among the cold mixtures is polymer modified emulsified asphalt micro-surfacing, which is used as a thin non-structural layer for the restoration of skid resistance and waterproofing. Marshall test is used to assess its performance similar to a structural wearing course layer. This study assessed the mechanical performance of cold mixtures by a modified Marshall mix employing a low viscosity cationic quick set emulsion (CQS-1h) and a cationic rapid set emulsion (RS-1k) and a 60/70 penetration grade binder. Rheological criteria assessment was conducted on both emulsions including particle charge, residue by evaporation, settlement and storage stability, solubility in inorganic solvent sieve test, and Saybolt Furol viscosity, while the residue from evaporation was tested for microstructural and mechanical performance, 65% and 63% residue by evaporation, dissolved in trichloroethylene at 95% and 100% for CQS-1h and RS-1k respectively.

Warm Mix Asphalt Surfacing Performance for Different Aggregate Gradations with Cecabase RT Additive

Hot mix asphalt (HMA) surface course normally consists of wearing and binder layers, with different aggregate gradations. Hot mix asphalt (HMA) mixtures are traditionally produced at relatively high temperatures of between 150°C to 180°C. Warm Mix Asphalt (WMA) offers a sustainable solution to the problem by lowering the production temperature and energy requirements. However, to be accepted as an alternative to HMA, the performance of WMA must be comparable or better than HMA. The objective of this research is to investigate the performance of WMA wearing and binder course in terms of stiffness and moisture resistance, using Cecabase RT as warm mix asphalt additive. Different concentrations of Cecabase RT were added to determine the optimum percentage Cecabase RT. Marshall method was used to produce all samples investigated and analysis as carried out on the samples. Stiffness and moisture resistance tests were carried out to measure the performance of the mixes. The stiffness modulus values obtained for WMA mixes are higher than HMA mixes, indicating better stiffness. In addition, all the mixes investigated achieved the required minimum TSR value of 80%. It can be concluded that warm mix asphalt using Cecabase RT is comparable in terms of stiffness and moisture resistance to conventional HMA and could be a sustainable alternative to the conventional HMA mix as it can be produced at lower temperatures.

Dynamic Stiffness of Bituminous Mixtures for the Wearing Course of the Road Pavement-A Proposed Method of Measurement.

Stiffness is an important mechanical characteristic of asphalt mixtures used in the wearing course. It is one of the determining factors in the generation of tyre/road noise. The dynamic stiffness of the upper layer of the road surface depends on the physical and mechanical properties of the materials it is composed of, and traffic load. Determination of dynamic stiffness, both in laboratory conditions and in situ, requires consideration of many other factors. Tests of dynamic properties of road surfaces in field conditions are most often conducted with the help of modal hammers. Impulse excitation results are usually less accurate than those in the application of modal exciters. The test stand was constructed, comprising a tripod, 32-channel and 24-bit data acquisition system, exciter, signal amplifier, impedance head, single-axis piezoelectric accelerometers and a stinger. The test stand and the proposed method of measuring dynamic stiffness do not require the determination of the resonance frequency of the tested specimen and can be used both on various types of bituminous mixtures of varying shape and dimensions, as well as directly on the upper surface of the wearing course of bituminous pavements. The test results showed that the type of bituminous mixture used in the wearing course significantly affects its dynamic stiffness. The dynamic stiffness level of asphalt concrete, stone mastic asphalt and porous asphalt layers was determined to be similar. The addition of rubber granulates significantly reduced its rigidity, which is very beneficial from the point of view of reducing the tyre/road noise.